Locomotive



2 Sheets--Sheet 1.

(No Model.)

JLM. STORY.

LOGOMOTIVE. I

atented Aug, 22

N. PETERS, Pholmljlhognpher, Washingkm, D.C.

' UNITED: STATES PATENT OFFICE.

JOSEPH M. STORY, OF SPRING CITY, TENNESSEE.

LOCOMOTIVE.

SPECIFICATION forming part of Letters Patent No. 262,995 dated August 2.2, 1882. Application filed May 4, 1882. (NomodeL) To all whom it may concern:

Be it known that I, JosEPH M. STORY, a citizen of the United States, residing at Spring City, Tennessee, have invented new and useful Improvements in Locomotives, of which the following is a specification.

My invention relates to locomotives, its object being to improve the driving mechanism, with particular reference to obtaining high speeds, and secure certain other advantages hereinafter specified; to which end it consists in applying the power of the driving-engines in the firstinstance to acounler-sh aft journaled in theframeindependently of the ground-wheel axles, and communicating the power of rotation thence by friction-wheels upon the counter-shaft and axle and an intermediate adj ustable friction-gear.

It consists, further, in the arrangement of the friction gear in relation to the locomotive, whereby the center of gravity is preserved at a low point. i

It consists, further, in the construction and arrangement, for use in a locomotive, of a drivingmechanism embodying driving and driven friction-wheels, and an intermediate transmitting friction-gear adjustably controlled by the engine-driver as to the frictional pressure of contact.

In consists, further, in the means whereby the adj us table contact of the in termediatefriction-gear is maintained and regulated.

My invention is embodied in mechanism illustrated in the accompanying drawings, in which Figure 1 is a partial side elevation of a locomotive exhibiting my improvements, and Fig. 2 a partial plan view of the locomotive frame, showing the construction and arrangement of the driving mechanism.

Referring to the drawings, in which parts are designated by the same letters of reference employed in the specification, the construction and arrangement of my improvements will be readily understood.

The frame A, boiler 13, and other general features of the locomotive remain the same as employed in the prevailing modern practice. Sufficient space is allowed between the cylin der 0 and forward driving-wheels, D, to permit the interposition of the power-transmitting mechanism in which my invention resides. This consists mainly of a counter-shaft, E, journaled in the frame A parallel to and in, or approximately in, the same horizontal plane with T the main driving-axle d, and upon the countershaft are mounted two friction-pulleys, F; The i counter-shaft- E extends through the frame and j is provided with terminal cranks, to which the connecting-rods of the driving-engines are conlnected and the driving power applied. Gorjresponding with the friction-pulleys F F are friction-pulleys G G upon the main drivingaxle d. The two sets of pulleys are not in contact, but the driving power is communicated from one to the other by means of two sets of intermediate idler friction-pulleys, H H, four in number, constructed and arranged as follows: The idler-pulleys H H are provided with double flanges upon the face, forming a substantially rectangular groove of suflieient width to take in the facesof the main pulleys F G. The idler-pulleys are of greater diameter than the space between the two peripheries ofthe main pulleys]? G, and are arranged so that of each set the idlers H are interposed between and in contact with the faces of the main pulleys F G above the horizontal plane of their axes and the idlersL H below that plane. The idler-pulleys are maintained by links or hangers Z Z, connecting the studs a, constituting their pivot-shafts, with short double cranks J J upon asecond counter-shaft, I, journaled in the engine-frame, between and in the horizontal plane of theeonnter-shaft E and the driving-axled.

The device in which the idlers are mounted is simply what is known as a toggle, its main function being to draw'the idlers together in order to increase the frictional contact pressure between themselves and the main pulleys F G, or to force the idlers apartin order to relieve that pressure. The arrangement and function is clearly indicated in Fig. 1. The idlers H H being of uniform size and of greater diameter than the shortest horizontal distance between the pulleys I and G, and resting respectively above and below the horizontal plane of the centers of the main pulleys, it will be clearly perceived that the idlers act as wedges in respect to the main pulleys in any vertical movement, and that the contact-pressure would be increased or diminished by drawing together or separating the idlers H H in a ver tical plane. This movement is effected by any suitable device. For example, a reciprocal-in g piston, P, operating in an auxiliary steam or air cylinder, K, arranged beneath the boiler to act upon a crank-arm, m, secured upon the shaft I. The admission of steam to the cylinder K is controlled by the engineer, and is intended to enable the tractive pressure to be increased according to the necessities of use, as in starting a train, ascending grades, 860., or diminished, as in case of descending grades, or in light pulling. In many cases the pressure might be totally relieved and the engine allowed to rest in descending heavy grades, 850., thereby saving needless wear and tear upon the operating machinery.

The supporting device for the idler-pulleys is by its form of construction flexible, and enables the pressure to be constantly and uniformly maintained .under every varying condition of actual use. The flanges upon the intermediate idler pulleys are of 'sufticient depth and strength to hold and guide them perfectly at all times upon the main pulleys, even when the pressure is relieved.

For the purpose of permitting the independent resilient action of the main driving-axlein its spring-boxes, the auxiliary counter-shaft I is mounted in spring-bearings, also permitting a limited vertical movement, and its piston connections are arranged accordingly. Thus the entire system of supporting-links and toggle in which the idler transmitting-pulleys are mounted is enabled'to move vertically to accommodate the movement of the driving-axle d in its bearing-jaws in passing over irreguularities of the track without impairing the in fixed bearings iuthe frame and in no Way afi'ected by the bearing-springs of the locomotive. The cylinders may be arranged in any position or at any angle most convenient or desirable Without affecting the steadiness of the locomotive in running.

It will be obvious that the arrangement of the driving mechanism in the horizontal plane of the frame A brings the center of gravity of the machine very low, which is a consideration of the highest importance in high-speed engines.

Having described my invention, I claim and desire to secure by Letters Patent- 1. In alocomotive, a counter-shaftjournaled in or upon the frame beneath the boiler, and constituting the main shaft of the driving-engines, provided with friction-pulleys adapted to engage by means of interposed idlers with friction-pulleys upon the driving-axle, substantially as set forth.

2. In a friction-gear-driving mechanism for locomotives, a counter-shaft carrying friction pulleys,eorresponding friction-pulleys upon the drivingaxle, and interposed double idler friction-pulleys adjustable toward and from each other to vary the pressure upon themain friction-pulleys, substantially as set forth.

3. In combination with the main pulleysFG, the interposed adjustable mechanism consisting of idler-pulleys H H, arranged to play in contact with the main pulleys above and below the plane of their centers, and hung in links or yokes lfrom toggle-cranks J, upon a shaft, and adapted by the rotation of the shaft to be drawn toward each other or forcedapart to vary the pressure upon the pulleys F G, substantially as set forth. V

4. In combination with the adjustable system of idler friction-pulleys, hung in links upon toggle-cranks mounted on a governing shaft, the auxiliary cylinder K, piston 19, and crank m, as a means of operating the shaft and regulating the movements of the idlerpulleys, substantially as set forth.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

FRANG NEAL, ALBERT G. WETMORE. 

